Switching system for wide gauge railway track



G. L. NEIDHARDT (538,326

SWITCHING SYSTEM FOR WIDE GAUGE RAILWAY TRACK Nov. 3, 197

5 Sheets-Sheet 1 Filed May 8, 1.968

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SWITCHING SYSTEM FOR WIDE GAUGE RAILWAY TRACK 3 Shets-Sheet 2 Filed May 8, 1968 qQtk 20b wztiukbsm mO\ wk in. m mm .H

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SWITCHING SYSTEM FOR WIDE GAUGE RAILWAY TRACK 3 Sheets-Sheet 5 7 Filed May 8, 1968 United States Patent 3,538,326 SWITCHING SYSTEM FOR WIDE GAUGE RAILWAY TRACK Glen L. Neidhardt, Deerfield, Ill., assignor to General American Transportation Corporation, Chicago, Ill.,

a corporation of New York Filed May 8, 1968, Ser. No. 727,600 Int. Cl. E01b 7/00 US. Cl. 246-415 26 Claims ABSTRACT OF THE DISCLOSURE There is disclosed a rail track system having a gauge of at least about ten feet for supporting a railway car of the type having truck structure including a guide bogie supported on a load wheel engaging the top of a guide rail and a pair of guide wheels engaging the opposite sides of the guide rail and including a follower bogie supported on a load wheel engaging the top of a support rail; in the track system, a main guide rail and a main support rail form a main railway track, there being breaks in the main rails, and an intersecting railway track including an intersecting guide rail extending through the break in the main support rail and terminating at the break in the main guide rail and an intersecting support rail joined to the main support rail; switch structure is provided in the two breaks so that the railway car can move in an uninterrupted manner on the main railway track across the breaks or can move between the main railway track and the intersecting railway track across the breaks therein.

The present invention relates to a rail track system having a gauge of at least about ten feet, whereby guidance of the railway car is accomplished on the op posite sides of a single rail thereof, and to switch structure forming a part of such a rail track system.

It is an important object of the present invention to provide a rail track system having a gauge of at least ten feet for supporting a railway car thereon having truck structure including a guide bogie supported on a load wheel engaging the top of a guide rail and a pair of guide wheels engaging the opposite sides of the guide rail and including a follower bogie supported on a load wheel engaging the top of a support rail, the rail track system comprising a main railway track including a main guide rail and a main support rail, the main guide rail having a first break therein and the main support rail having a second break therein, an-intersecting railway track including an intersecting guide rail and an intersecting support rail, the intersecting guide rail extending through the second break and terminating at the first break and the intersecting support rail joining the main support rail at a fixed junction therewith, first switch structure mounted at the first break and including a main guide rail section and an intersecting guide rail section, the first switch structure being shiftable between a first position wherein the main guide rail section spans the first break to complete the main guide rail therefor and a second position wherein the intersecting guide rail section spans the first space to complete a connection from the intersecting guide rail to the main guide rail, a first actuator operatively connected to the first switch structure for shifting the first switch structure between the first and second positions thereof, second switch structure mounted at the second break and including a first main support rail section and a second support main rail section, the second rail structure being shiftable between a first position wherein the first and second main support sections cooperate with the intersecting guide rail to span the second space to complete the main support rail and a sec- "ice ond position wherein the first and second main support rail sections are spaced from the intersecting guide rail, and a second actuator operatively connected to the second switch structure for shifting the second shift structure between the first and second positions thereof.

Another object of the invention is to provide a rail track system of the type set forth wherein the main guide rail section and the intersecting guide rail section of the first switch structure are mounted on a platform, which platform is pivoted at the end thereof adjacent to the termination of the intersecting guide rail, and the main support rail sections of the second switch structure are respectively pivotally mounted adjacent to the cooperating main support rail ends.

Another object of the invention is to provide a rail track system of the type set forth wherein the platform of the first switch structure is provided with structure positively to position and hold the first switch structure in the one of the first and second positions thereof into which it is placed.

A further object of the invention is to provide an improved rail track system of the type set forth wherein the operation of the several switch structures are coordinated to insure that all of the switch structures are in corresponding operative positions at all times.

A still further object of the invention is to provide improved switch structure for use in the improved rail track system of the present invention.

Further features of the invention pertain to the particular arrangement of the parts of the rail track system and the switch structure therefor, whereby the aboveoutlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification taken in connection with the accompanying drawings, in which:

FIG. 1 is a side elevational view of a railway motor car mounted on a rail track system made in accordance with and embodying the principles of the present invention;

FIG. 2 is a horizontal sectional view of the car of FIG. 1, taken in the direction of the arrows, along the line 22 of FIG. 1;

FIG. 3 is a perspective and diagrammatic view of a portion of the rail track system of the present invention;

FIG. 4 is a plan view of the rail track system of FIG. 3;

FIG. 5 is a fragmentary plan view of the guide bogie forming a part of the truck structure for the car of FIGS. 1 and 2, the guide bogie being accommodated on the track system of FIGS. 3 and 4;

FIG. 6 is a side elevational view of the guide bogie of FIG 5; and

FIG. 7 is a fragmentary view in vertical section through the guide bogie of FIG. 6 along the line 7-7 thereof.

Referring now to FIGS. 1 and 2, there is illustrated a railway motor car 10 of the type that is adapted to be accommodated upon the improved rail track system of the present invention, the motor car 10 being disclosed in US. Pat. No. 3,285,194, granted Nov. 15, 1966 to Deodat Clejan. As illustrated, the motor car 10 comprises an elongated longitudinally extending rigid underframe 11, of any suitable construction, and an elongated longitudinally extending body 20 carried by the underframe 11. The underframe 11 is of substantially rectangular configuration having a length of at least about feet and a width of about 20 feet, and as illustrated, the underframe 11 has a length of about feet and a width of about 23 feet. The underframe 11 is supported adjacent to the opposite ends thereof by a pair of truck structures 40 which will be described in detail hereinafter.

The body is of box-life configuration including a substantially rectangular floor 21 fixedly secured in place directly upon the top of the underframe 11, a front end wall 22, a rear end wall 23 and a roof 24. The top of the floor 21 is supported in a substantially horizontal lower plane disposed about 4 feet 6 inches above the heads of the associated rails, and the dimensions of the floor 21 are substantially commensurate with that of the underframe 11 positioned immediately below. The front end wall 22 is disposed in an upstanding position and joins the front end of the floor 21 and the front end of the roof 24; similarly, the rear end wall 23 is disposed in upstanding position and joins the rear end of the floor 21 and the rear end of the roof 24; and the top of the roof 24 is disposed in a generally horizontal upper plane positioned about 9 feet above the top of the floor 21. The front end Wall 22 has an outwardly convex configuration to minimize windresistance to forward travel of the car 10; and the front portion of the roof 24 is curved downwardly to join the top of the front end wall 22 for a similar purpose. The roof 24 is also slightly crowned along the longitudinal centerline thereof and downwardly toward the opposite longitudinal eaves thereof for the usual water-shed purpose. The rear end wall 23 is of composite configuration, including an inwardly concave central section 23a and a pair of longitudinally extending and laterally spaced-apart side sections 23b respectively disposed at the opposite rear sides of the floor 21.

The front end of the underframe 11 carries a centrally disposed front coupler 16; and the rear end of the underframe 11 carries a centrally disposed rear coupler 17. The couplers 16 and 17 are of any conventional construction and are matched; whereby the front end of a trailing car 10 ma be coupled to the rear end of a leading car 10 via the couplers 16 and 17, so as to accommodate the make-up of a train comprising any suitable number of the cars 10, all in a conventional manner. The configurations of the front end wall 22 and the central section 23a of the rear end wall 23 are substantially complementary; whereby the front end wall 22 of the trailing motor car 10 is nested into the central section 23a of the rear wall 23 of the leading car 10, when two of the cars 10 are coupled together to make-up a train. This arrangement is very advantageous as it further reduces wind resistance to high speed travel of the train.

An upstanding curved partition wall 25 is arranged rearwardly of the front end wall 22 and between the floor 21 and the roof 24 and cooperating therewith to define a passenger compartment 26 therebetween and located in the extreme front end of the body 20. Another upstanding partition wall 27 is arranged rearwardly of the partition wall 25 and between the floor 21 and the roof 24 and cooperates therewith to define a passenger lounge 28 in the front end of the body 20 and positioned immediately behind the passenger compartment 26. Also it is mentioned that the front wall 22 includes substantial wall structure, indicated at 22a, that is formed of transparent material, such as glass, so as to afford persons in the passenger compartment an unobstructed view of the associated track and adjacent forwardly disposed scenery. Further, upstanding partition walls indicated generally at 29 are arranged rearwardly of the rear end wall 23 and between the floor 21 and the roof 24 and cooperating therewith to define two laterally spaced-apart passenger rest rooms 30 and 31 in the extreme rear end of the body 20.

The rear portions of the front end wall 22 are respectively joined to a pair of laterally spaced-apart upstanding front posts 32 respectively disposed at the opposite sides of the floor 21; and the front portions of the side sections 23b of the rear wall 23 are respectively joined to a pair of laterally spaced-apart upstanding rear posts 33 respectively disposed at the opposite sides of the floor 21. The posts 32 are arranged in lateral alignment with each other and respectively join the floor 21 and the roof 24; and likewise, the posts 33 are arranged in lateral alignment with each other and respectively join the floor 21 and the roof 24. A pair of laterally aligned upstanding posts 34 are arranged rearwardly of the posts 32 and at the opposite sides of the floor 21, the posts 34 respectively joining the floor 21 and the roof 24; and a pair of laterally aligned upstanding posts 35 are arranged forwardly of the posts 33 at the opposite sides of the floor 21, the posts 35 respectively joining the floor 21 and the roof 24. The posts 32, 34, 35 and 33 on each side of the floor 21 are arranged in substantially equally spaced-apart relation, the spacing between the pairs of posts 32-34, 34-35 and 35-33 being about 35 feet; where-by three pairs of longitudinally spaced-apart doorways are thus formed in each side of the body 20. Also, the central portion of the floor 21 disposed between the partition walls 27 and 29 and accessible to the three pairs of doorways in the sides of the body 20 has a length of about 110 feet and a width of about 23 feet. This central portion of the floor 21 constitutes a storage area including three sections for passenger automobiles, indicated at 37.

Specifically, four of the passenger automobiles 37 may be conveniently stored in each of the storage sections being arranged in side-by-side relation with each other and extending laterally of the floor 21. Moreover, the confronting aligned doorways at the opposite sides of each storage section readily accommodate simultaneous loading and unloading of the four passenger automobiles, all as is fully explained in the US. Pat. No. No. 3,285,194. In each of the storage sections, two pairs of wheel guides 36 are secured rigidly to the floor 21, so as to insure parking of the passenger automobile 37 in their storage positions alternately with relatively wide and relatively narrow laterally extending spacing therebetween. This arrangement enforces an economical use of each storage section by the four passenger automobiles 37 therein, While preserving adequate spacing between each two adjacent passenger automobiles 37 to accommodate complete opening of the doors on one side of each of the passenger automobiles 37. Also, the width of the floor 21 is adequate to provide a passenger aisle adjacent to one a side of the floor 21, when the passenger automobiles 37 are stored or parked on the floor 21 with the respective ends thereof located closely adjacent to the other side of the floor 21, as shown in FIG. 2. This arrangement insures that the passengers of the passenger automobiles 37 have access to their automobiles 37, to the passenger lounge 28, and to the rest rooms 30 and 31 at all times during the transit of the motor car 10.

As best shown in FIG. 2, the three pairs of side doorways into the opposite sides of the body 20 are provided with three pairs of side doors 38, each of the overhead suspension type. Specifically, each of the side doors 38 includes a number of panels suitably hinged together at the adjacent abutting edges thereof so that the side door 38 may be readily moved between open and closed positions with respect to the associated side doorway. In each side door 38, at least one of the panels is formed principally of glass, as indicated at 39' so that the passengers in the adjacent passenger automobile 37 may view the exterior.

Further details of the construction of the motor car 10 and the several parts thereof, together with the manner of use thereof in a combination railway and passenger automobile transportation system are set forth in the above mentioned Pat. No. 3,285,194, and the disclosure thereof is incorporated herein by reference.

Referring to FIGS. 3 and 5 to 7 of the drawings, the details of construction of the truck structure 40 are hereinafter described. As illustrated, the truck structure 40 includes a guide bogie 41, a follower bogie 71, a body bolster and an I-beam interconnecting the bogies 41 and 71. The guide bogie 41 includes a frame 42 that.

is generally rectangular in plan view and in side elevational view (see FIGS 5 and 6). The bogie frame 42 includes a generally cylindrical horizontal central opening 43 therein and a pair of longitudinally extending opening 44 communicating with the central opening 43 and extending longitudinally therefrom substantially to the adjacent opposite ends of the frame42. Positioned in the openings 44 respectively are two load wheels 45, each load wheel 45 being supported upon an axle 46 journalled in the bogie frame 42, whereby to mount the load wheels 45 in tandem relationship upon the frame 42 for rotation about generally horizontal axes disposed transversely of the associated railway track.

In order to provide positive guidance, as well as steering, two spaced-apart pairs of guide wheels 60 have been provided on the guide bogie 41. More specifically, there are provided at each end of the bogie frame 42, cutouts resulting in support portions 55 that carry therein vertically arranged pivot shafts 56. There also are arranged adjacent to each end of the bogie frame 42 an outwardly extending upper arm 57 and an outwardly extending lower arm 58. In order to mount each of the guide wheels 60 upon the bogie frame 42, a support guide bracket 62 has been provided therefor, the associated guide wheel 60 being mounted on the guide bracket 62 by a vertically arranged shaft 61 mounted therein. Upper arms '63 and lower arms (not shown) are provided on the guide bracket 62, the arm 63, for example, extending toward the adjacent end of the bogie frame 42 and receiving therebetween an associated support portion 55 having aligned openings therein that receive the associated pivot shaft 56, whereby pivotally to mount the guide bracket 62 and the guide wheels 60 carried thereby for pivotal movement about a, vertical axis and toward and away from the associated rail.

A first spring member 65 under tension is provided between each pair of the guide brackets 62, each end of the spring 65 having a fastener 66 thereon that engages the adjacent guide bracket 62, the spring 65 serving to urge the attached guide bracket 62 toward one another, and thus to urge the guide wheels 60 mounted thereon toward the adjacent rail, and specifically against the side edges of the head thereof. Other springs are also provided between the bogie frame 42 and each of the guide brackets 62, two such springs 67 being provided and disposed respectively between the upper arm 57 and the adjacent guide bracket 62 on the one hand and between the lower arm 58 and the adjacent guide bracket on the other hand. The bogie frame 42 is provided with an outer positive stop 59 for each of the guide brackets 62, thus positively to limit the outward movement of the associated guide bracket 62 and the attached guide wheel 60 with respect to the centerline of the bogie frame 42. An inner positive stop 69 is likewise provided to serve as a limit for the inward movement of each guide bracket 62, thus positively to limit the inward movement of the associated guide bracket 62 and the attached guide wheel 60 with respect to the centerline of the bogie frame 42.

Referring to FIG. 3, it will be seen that the follower bogie 71 includes a frame 72 that is also essentially rectangular in plan view and is likewise rectangular in side elevational view, the frame 72 having a central opening (not shown) extending laterally therethrough and formed like the opening 43 described above. Longitudinal openings 74 are also provided extending forwardly and rearwardly from the central opening, the longitudinal openings 74 receiving therein respectively a pair of tandem arranged load wheels 75, the load wheels 75 being respectively mounted on axles 76 journalled in the bogie frame 72 for rotation about horizontal axes disposed parallel ot each other and substantially transverse to the associated rail.

Interconnecting the guide bogie 41 and the follower bogie 71 is an I-beam 90, the ends of the I-beam 90 extending respectively into the central openings, such as the central opening 43 in the guide bogie 41 (see FIG. 7). One end of the I-beam 90 carries an upstanding bearing 47 connected thereto as by welding at 91 (see FIG. 7) and disposed in the central opening 43 in the guide bogie frame 42, and the other end of the I-beam 90 carries a like upstanding bearing (not shown) also secured thereto as by welding and disposed in the central opening in the follower bogie frame 72. A pivot pin 48 is disposed in the bogie housing 42 and extends through the bearing 47 pivotally to mount the bearing 47 on the frame 42, and a pivot pin 78 likewise extends vertically through aligned openings in the bogie frame 72 and the bearing member therein pivotally to mount that hearing member on the bogie frame 72. Care is taken to insure that the pivot axes of the pivot pins 48 and 78 are parallel to each other and vertically aligned, whereby the I-bearn 90 serves to hold the bogies 41 and 71 in upright positions and fixedly spaced-apart with respect to each other.

A body bolster 80 is provided attached to the lower side of the underframe 11 of the body 20, the body bolster 80 having extending outwardly therefrom a hollow beam 81 formed by a pair of transverse vertically arranged side walls 82,a pair of longitudinal vertically arranged end walls 83 and a bottom wall 84, the end walls 8 3 having openings 85 therein which receive the I-beam therethrough. The lateral extent of the hollow beam 81 is less than the length of the I-beam 90, whereby there is space between the hollow beam 81 and each of the adjacent bogies to mount a spring retainer 92 on top of the I-beam 90. There is disposed between each of the spring retainers 72 and the underside of the body bolster 80 a stablizing spring 93 under compression. There also is provided in the bottom wall 84 of the hollow beam 81 adjacent to each end thereof an opening 86, and extending into each of the openings 86 is an arm 94 carried by the I-beams 90. Each of the arms 94 is provided with a pair of laterally oriented springs 95 under compression that are respectively disposed between the arm 94 and the adjacent surfaces defining the opening 86. The springs 93 serve to dampen and reduce the transmission of shocks in a vertical direction between the truck structure 40 and the body bolster 80 and thus the attached car 10, while the springs 95 serve to dampen and reduce the transmission of shocks in a horizontal direction between the truck structure 40 and the body bolster 80 and thus the attached car 10. Finally, a pair of parallelogram links 97 are provided interconnecting the bogies 41 and 71 at longitudinally spaced-apart points, see FIG. 3, thereby to provide a parallelogram linkage between the bogies to transmit the steering and guiding movements of the guide bogie 41 to the follower 'bogie 71.

Referring now to FIGS. 3 and 4 of the drawings, there is there illustrated a rail track system 100 made in accordance with and embodying the principles of the present invention. As illustrated, the rail track system 100' includes a main support rail 101 and a main guide rail which are essentially straight, the support rail 101 having a break therein disposed in the righthand portions of FIGS. 3 and 4, while the guide rail 110 has a break therein disposed in the lefthand portions of FIGS. 3 and 4. The support rail 101 includes the usual base 102 having extending upwardly therefrom a web 103, the web 103 being positioned centrally of the base 102 in the lateral direction and supporting on the upper edge thereof an enlarged head 104. Referring to FIG. 7 it will be seen that the guide rail 110 likewise includes a base 111 from which extends upwardly a Web 112, the web 112 being disposed centrally of the base 111 in the lateral direction and carrying on the upper end thereof an enlarged head 113.

The portion of the rail track system 100 illustrated in FIGS. 3 and 4 also includes an. intersecting or branch track section including an intersecting support rail 105 and an intersecting guide rail 115, the rails 105 and 115 both being curved. The support rail 105 joins the support rail 101 at a fixed junction 106, while the guide rail 115 extends through the break in the support rail 101 and terminates adjacent to the break in the guide rail 110.

In accordance with the present invention, the gauge of the main track provided by the support rail 101 and the guide rail 110 is exceedingly wide, and is at least feet and preferably about 17 feet; the branch track formed by the support rail 105 and the guide rail 115 is likewise of exceedingly wide gauge of at least 10 feet and preferably of about 17 feet, and more specifically is of the same gauge as the main track formed by the rails 101 and 110. When the guide bogie 41 of FIGS. 5 to 7 is mounted thereon as is diagrammatically illustrated in FIG. 3, it will be noted that the guide wheels engage on both sides of the guide rail 110 or the guide rail 115, as the case may be, whereby to necessitate special switch structures at the juncture between the guide rail 115 and the support rail 101 and at the juncture between the guide rail 115 and the guide rail 110. It is pointed out that no special structure is required at the juncture 106 between the support rails 101 and due to the fact that only the unflanged load wheels 75 on the follower bogie 71 will ride upon the rails 101 and 105.

Considering first the switch structure provided in the break in the guide rail 110 and at the juncture thereof with the guide rail 115, there has been provided a juncture switch generally designated by the numeral 120. The switch 120 includes an essentially flat elongated base 121 having a length to span the break in the guide rail 110, the end of the platform 121 disposed toward the adjacent end of the guide rail being provided with a pivot 102 to permit pivoting of the platform 121 between a first position illustrated in FIG. 3 of the drawings and a second position illustrated in FIG. 4 of the drawings. Such pivotal movement of the platform 121 is facilitated by the mounting of platform 121 upon a series of laterally arranged slides 123 disposed along the length thereof. Mounted on the platform 121 is a straight guide rail section 124 having a length suificient to span the break between the adjacent ends of the guide rail 110. Also mounted on the platform 121 is a curved guide rail section 125 having a length and being shaped so that it can span the break between the adjacent end of the curved guide rail 115 and the adjacent end of the straight guide rail 110, all as is illustrated in FIG. 4. The guide rail sections 124 and 125 are mounted upon the platform 121 in positions such that when the platform 121 is placed in the first position thereof illustrated in FIG. 3, the straight guide rail section 124 bridges the gap between the adjacent ends of the guide rail 110, while the curved guide rail section 125 is positioned well away from the guide rail 110. In this connection it is noted that the adjacent ends of the guide rail 110 and the guide rail 115 are spaced from each other a distance greater than the diameter of one of the guide wheels 60, whereby the guide wheels 60 can freely pass therebetween, and likewise the righthand ends of the guide rail sections 124 and 125 on the platform 121 are spaced-apart a distance greater than the diameter of the guide wheels 60 to accommodate the ready passage of the guide wheels 60 therebetween and therealong. On the other hand when the platform 121 is placed in the second position thereof illustrated by solid lines in FIG. 4, the curved guide rail section 125 interconnects the adjacent end of the guide rail 115 to the other side of the break in the guide rail 110, while the straight guide rail section 124 is moved out of connection with the guide rail 110' at the aforementioned end of the break in the guide rail 110.

Means is provided positively to position the juncture switch in a selected position thereof, i.e., in the first position thereof wherein the straight guide rail section 124 bridges the gap between the straight guide rail sections 110, or the second position wherein the curved guide rail section interconnects the lefthand guide rail 110 (as viewed in FIG. 4) to the curved guide rail 115. To this end an outer stop 126 is provided positioned to abut the adjacent side of the platform 121 at the end thereof opposite the pivot 122 when the juncture switch 120 is in the position thereof illustrated in FIG. 4, i.e., with the curved guide rail section 125 interconnecting the curved guide rail 115 to the straight guide rail 110. There further is provided an inner stop 127 positioned to abut the adjacent side of the platform 121 at the end thereof opposite the pivot 122 when the juncture switch 120 is in the position thereof illustrated in FIG. 3, i.e., with the straight guide rail section 124 spanning the break or space between the spaced-apart guide rails 110.

In order to move the juncture switch 120 between the two positions thereof, a main actuator 130 has been provided, the main actuator 130* being preferably hydraulically operated and including a cylinder 131 having mounted therein for reciprocating motion with respect thereto a piston from which extends an operating shaft 132, a connection 133 being made between the outer end of the shaft 132 and the adjacent side of the platform 121 at a point spaced well away from the pivot 122. The main actuator 130 may also be hydraulically controlled as well as hydraulically actuated, or alternatively may be pneumatically controlled or electrically controlled, all as will be explained more fully hereinafter. It is pointed out that the main actuator 130 is effective to move the juncture switch 120 between the two positions thereof and to hold the juncture switch 120 in a selected adjusted position thereof.

A cross-over switch is provided at the break in the support rail 101 where the guide rail 115 passes thereacross, the cross-over switch 140 including a first movable support track section 141 and a second movable support track section 142. The first support track section 141 is pivoted as at 143 to the end of the support rail 101 disposed to the left of the break therein, while the second support track section 142 is pivoted as at 144 to the end of the support rail 101 disposed to the right of the break therein. A first auxiliary actuator 145 is provided to control the position of the first support track section 141, the auxiliary actuator 145 being preferably hydraulically operated and including a cylinder 147 slidably carrying therein a piston to which is attached a shaft 149, the outer end of the shaft 149 being connected to the support track section 141 at the end thereof opposite the pivot 143 by means of a pivot pin 151. A second auxiliary actuator 146 is provided to control the position of the second support track section 142, the auxiliary actuator 146 being preferably hydraulically operated and including a cylinder 148 slidably carrying therein a piston to which is attached a shaft 150, the outer end of the shaft 150 being connected to the end of the support track section 142 opposite the pivot 144 by means of a pivot pin 152. The free outer end of the support track section 141 is beveled as at 153 so as to fit snugly against the adjacent side of the curved guide rail 115, and the free outer end of the second support track section 142 is beveled as at 154 so as to fit snugly against the adjacent side of the curved guide rail 115.

The auxiliary actuators 145 and 146 are effective to move the first and second support track sections 141 and 142, respectively, between a first position illustrated by solid lines in FIG. 3 and by dashed lines in FIG. 4, and a second position illustrated by solid lines in FIG. 4. When the movable support track sections 141 and 142 are in the first positions thereof, the longitudinal axes of the support track sections 141 and 142 are in alignment with each other and in alignment with the straight support rail 101, in which position the beveled end 153 of the support track section 141 is pressed firmly against the adjacent side of the curved guide rail 115 and the beveled end 154 and the second support track section is firmly pressed against the adjacent side of the curved guide rail 115. When the support track sections 141 and 142 are in the second positions thereof, both are spaced well away from the adjacent sides of the curved guide rail 115, and each support track section 141 and 142 is more specifically spaced from the adjacent side of the curved guide rail 115 a distance that is greater than the diameter of one of the guide wheels 60.

Movements of the juncture switch 120 and the crossover switch 140 between the first positions thereof illustrated by solid lines in FIG. 3 and by dashed lines in FIG. 4 and the second positions thereof illustrated by solid lines in FIG. 4 is controlled by a switching control diagrammatically illustrated at 5, the switching control 155 being of conventional construction and operation and being, for example, electrical in nature, pneumatic in nature or hydraulic in nature. The switching control 155 is connected to the main actuator 130 by means of a connection 156, and to the auxiliary actuator 145 by means of a connection 157, and to the auxiliary actuator 146 by a connection 158. It will be understood that the switching control 155 incorporates therein structure which ensures that when the main actuator 130 and the associated juncture switch 120 are in the first positions illustrated by the solid lines in FIG. 3 and by the dashed lines in FIG. 4, the auxiliary actuators 145 and 146 and the cross-over switch 140 and all of the parts thereof are also in the first positions thereof illustrated by solid lines in FIG. 3 and by dashed lines in FIG. 4. Likewise, structure is provided in the switching control 155 to ensure that when the main actuator 130 and juncture switch 120 controlled thereby are in the second positions thereof illustrated by solid lines in FIG. 4, the auxiliary actuators 145 and 146 and the associated cross-over switch 140 have all of the parts thereof in the second positions thereof as illustrated by solid lines in FIG. 4.

When the juncture switch 120 and the crossover switch 140 are in the first positions thereof illustrated by solid lines in FIG. 3 and by dashed lines in FIG. 4, the straight support rail 101 and the straight guide rail 110* are in condition to support and control the passage of a truck between the righthand and lefthand ends thereof as illustrated in FIGS. 3 and 4. In this connection it will be understood that the load wheels 75 of the follower bogie 71 are supported only upon the upper surface of the support rail 101 and therefore roll readily over the support rail 101 and the fixed junction 106 and the support track sections 141 and 142 as well as the small length of the guide rail 115 disposed between the adjacent ends of the support track sections 141 and 142. The guide bogie 41 is likewise supported by its load wheels 45 upon the top of the guide rail 110 but in addition the guide wheels engage the opposite sides of the guide rail 110, including the guide rail section 124 forming a part of the juncture switch 120. In this connection it is noted that the distance between the ends of the guide rails 110 and 115 adjacent to the juncture switch 120 are spaced-apart a distance greater than the diameter of one of the guide wheels 60, so as not to interfere with the passage of the guide wheel 60 between these rail parts. Likewise, the straight guide rail section 124 and the curved guide rail section 125 on the platform 121 are spaced-apart at all points therealong distances greater than the diameter of a guide wheel 60, whereby a guide wheel 60 may pass therebetween without encountering any obstruction to the passage thereof.

Assuming now that the switching control 155 is operated to cause the actuators 130, 145 and 146 to move the juncture switch 120 and the cross-over switch 140 to the second switching positions thereof, the parts will now be in the positions illustrated by solid lines in FIG. 4. The follower bogie 71 being supported by load wheels 75 received only on top of the support rails 101 and 105, is moved with ease between the righthand end of the support rail 101 as viewed in FIG. 4 across the fixed junction 106 and to and from the curved support rail without any obstruction or hindrance. Such passage of the guide bogie 41 is also made possible, despite the presence of the guide wheels 60 on each side of the associated guide rail, due to the above-noted fact that the guide rail sections 124 and 125 on the platform 121 are spaced-apart a distance greater than the diameter of a guide wheel 60, and the ends of the support rail 110 and the guide rail adjacent to the pivot 122 are likewise spaced-apart a distance greater than the diameter of a guide wheel 60, and also the movable support track sections 141 and 142 have all portions thereof spaced from the adjacent sides of the curved guide rail 115 distances greater than the diameter of a guide wheel 60. Accordingly, the truck structure 40 including the guide bogie 41, with its fore and aft pairs of guide wheels 60 engaging the opposite sides of the associated track, can cross the track areas at the juncture switch and the cross-over switch without hindrance when the switches are in either the first position thereof illustrated by solid lines in FIG. 3 or in the second positions thereof illustrated by solid lines in FIG. 4.

It will be seen that there has been provided an improved rail track system and an improved switching system incorporated therein which fulfill all of the objects and advantages set forth above.

While there has been described what is at present considered to be the preferred embodiment of the invention, it will be understood that various modifications may be made therein, and it is intended to cover in the appended claims all such modifications as fall within the true spirit and scope of the invention.

What is claimed is:

1. A rail track system having a gauge of at least 10 feet for supporting a railway car thereon having truck structure including a guide bogie supported on a load wheel engaging the top of a guide rail and a pair of guide wheels engaging the opposite sides of the guide rail and including a follower bogie supported on a load wheel engaging the top of a support rail, said rail track system comprising a main railway track including a main guide rail and a main support rail spaced-apart the gauge of said rail track system, said main guide rail having a first break therein and said main support rail having a second break therein, an intersecting railway track including an intersecting guide rail and an intersecting support rail spaced-apart the gauge of said rail track system, said intersecting guide rail extending through said second break and terminating at said first break and said intersecting support rail joining said main support rail at a fixed junction therewith, first switch structure mounted at said first break and including a main guide rail section and an intersecting guide rail section, said first switch structure being shiftable between a first position wherein said main guide rail section spans said first break to complete said main guide rail thereat and a second position wherein said intersecting guide rail section spans said first space to complete a connection from said intersect ing guide rail to said main guide rail, a first actuator operatively connected to said first switch structure for shifting said first switch structure between the first and second positions thereof, second switch structure mounted at said second break and including a first main support rail section and a second main support rail section, said second switch structure being shiftable between a first position wherein said first and second main support rail sections cooperate with said intersecting guide rail to span said second space to complete said main support rail and a second position wherein said first and second main support rail sections are spaced from said intersecting guide rail, and a second actuator operatively connected to said second switch structure for shifting said second switch structure between the first and second positions thereof.

2. The rail track system set forth in claim 1, wherein said main railway track is essentially straight immediately adjacent to the first and second breaks, and said intersecting railway track is essentially curved adjacent to the intersections thereof with said main railway track.

3. The rail track system set forth in claim 1, wherein said main guide rail section is essentially straight and said intersecting guide rail section is essentially curved.

4. The rail track system set forth in claim 1, wherein said first switch structure further comprises a platform having mounted thereon said main guide rail section and said intersecting guide rail section, said platform being pivoted with respect to said main railway track at the end thereof adjacent to said intersecting guide rail for pivotal movement between the first and second positions thereof.

5. The rail track system set forth in claim 4, and further comprising slide structure on which is slidably mounted said platform for sliding pivoted movement between the first and second positions thereof.

6. The rail track system set forth in claim 1, and further comprising structure positively to position said first switch structure in the selected one of the first and second positions thereof.

7. The rail track system set forth in claim 1, wherein said first actuator and said second actuator are hydrauli cally operated.

8. The rail track system set forth in claim 1, wherein said second actuator includes two actuating members respectively connected to said first and second main support rail sections.

9. The rail track system set forth in claim 1, and further comprising control means for ensuring that said first switch structure is in the first position thereof when said second switch structure is in the first position thereof and for ensuring that said first switch structure is in the second position thereof when said second switch structure is in the second position thereof.

10. A rail track system having a gauge of at least feet for supporting a railway car thereon having truck structure including a guide bogie supported on a load wheel engaging the top of one rail and a pair of guide wheels engaging the opposite sides of the one rail and including a follower bogie supported on a load wheel engaging the top of the other rail, said rail track system comprising first and second longitudinally spaced-apart main guide rails in longitudinal alignment with each other and defining between the adjacent ends thereof a first space, first and second longitudinally spaced-apart main support rails in longitudinal alignment with each other and defining between the adjacent ends thereof a second space, said main guide rails having the longitudinal axes thereof substantially parallel to the longitudinal axes of said main support rails to form therewith a main railway track, a first intersecting guide rail extending through said second space and terminating adjacent to the end of said second main guide rail disposed at said first space and spaced from said end, an intersecting support rail intersecting said first main support rail and joined thereto to provide a fixed junction therewith, said first intersecting guide rail and said intersecting support rail cooperating to form an intersecting railway track intersecting and joining said main railway track, first switch structure mounted at said first space and including a third main guide rail and a second intersecting guide rail, said first switch structure being shiftable between a first position wherein said third main guide rail spans said first space to interconnect the adjacent ends of said first and second main guide rails with said second intersecting guide rail being spaced therefrom and a second position wherein said second intersecting guide rail spans said first space to interconnect the adjacent ends of said first main guide rail and said first intersecting guide rail with said third main guide rail spaced away from said first and second main guide rails, a first actuator operatively connected to said first switch structure for shifting said first switch structure between the first and second positions thereof, second switch structure mounted at said second space and including a third main support rail and a fourth main support rail, said second switch structure being shiftable between a first position wherein said third main support rail spans the portion of said second space between said first main support rail and said first intersecting guide rail and said fourth main support rail spans that portion of said second space between said second main support rail and said first intersecting guide rail and a second position wherein said third and fourth main support rails are spaced from said first intersecting guide rail, and a second actuator operatively connected to said second switch structure for shifting said second switch structure between the first and second positions thereof.

11. The rail track system set forth in claim 10, wherein said first and second main guide rails are essentially straight adjacent to said first space and said first and second main support rails are essentially straight adjacent to said second space, and said first intersecting guide rail and said intersecting support rail are essentially curved adjacent to the juncture thereof with said main railway track.

12. The rail track system set forth in claim 10, wherein said third main guide rail is essentially straight and said second intersecting guide rail is essentially curved.

13. The rail track system set forth in claim 10, wherein said first switch structure further comprises a platform having mounted thereon said third main guide rail and said second intersecting guide rail said platform being pivoted with respect to said first and second main guide rails at the end thereof adjacent to said second guide rail for pivotal movement between the first and second positions thereof.

14. The rail track system set forth in claim 13, and further comprising slide structure on which said platform is slidably mounted for pivoted sliding movement between the first and second positions thereof.

15. The rail track system set forth in claim 10, and further comprising positive stop structure positively to position said first switch structure after movement thereof into said first position and after movement thereof into said second position.

16. The rail track system set forth in claim 10, wherein the adjacent ends of said second main guide rail and said first intersecting guide rail are spaced-apart a distance greater than the diameter of an associated guide wheel used therewith, and the distances between said first intersecting guide rail and said third and fourth main support rails when said second switch structure is in the second position thereof is greater than the diameter of an associated guide wheel used therewith.

17. The rail track system set forth in claim 10, wherein said third main support rail has one end thereof pivoted to the adjacent end of said first main support rail and having the other end thereof shaped complementary to the adjacent side of said first intersecting guide rail, and said fourth main support rail has one end thereof pivoted adjacent to the adjacent end of said second main support rail and having the other end thereof shaped complemelntary to the adjacent side of said first intersecting guide rai 18. The rail track system set forth in claim 10, and further comprising control means for ensuring that said second switch structure is in the first position thereof when said first switch structure is in the first position thereof and for ensuring that said second switch structure is in the second position thereof when said first switch structure is in the second position thereof.

19. A switching system for a rail track system having a gauge of at least 10 feet and supporting thereon a railway car having a truck structure including a guide bogie supported on a road wheel engaging the top of a guide rail and a pair of guide wheels engaging the opposite sides of the guide rail and including a follower bogie supported on a load wheel engaging the top of a support rail, wherein said rail track system includes a main railway track having a main guide rail and a main support rail equidistantly spaced-apart with first and second breaks respectively therein and including an intersecting railway track having an intersecting guide rail and an intersecting support rail equidistantly spaced-apart with the intersecting guide rail passing through the second space and the intersecting support rail joining the main support rail at a fixed junction therewith, said switch system comprising first switch structure mounted at the first break and in cluding a main guide rail section and an intersecting guide rail section, said first switch structure being shiftable between a first position wherein said main guide rail section spans the first break to complete the associated main guide rail thereat and a second position wherein said intersecting guide rail section spans said first space to complete a connection from the associated intersecting guide rail to the associated main guide rail, a first actuator operatively connected to said first switch structure for shifting said first switch structure between the first and second positions thereof, second switch structure mounted at the second break and including a first main supporting rail section and a second main support rail section, said second switch structure being shiftable between a first position wherein said first and second :main support rail sections cooperate with the associated intersecting guide rail to span the second space to complete the associated main support rail and a second position wherein said first and second main support rail sections are spaced from the associated intersecting guide rail, and a second actuator operatively connected to said second switch structure for shifting said second switch structure between the first and second positions thereof.

20. The switching system set forth in claim 19, wherein said main guide rail section is essentially straight and said intersecting guide rail section is essentially curved.

21. The switching system set forth in claim 19, wherein said first switch structure further comprises a platform having mounted thereon said main guide rail section and said intersecting guide rail section, said platform being pivoted with respect to the associated main railway track at the end thereof adjacent to the associated intersecting guide rail for pivotal movement between the first and second positions thereof.

22. The switching system set forth in claim 21, and further comprising slide structure on which is slidably mounted said platform for pivoted sliding movement between the first and second positions thereof.

23. The switching system set forth in claim 19, and further comprising structure positively to position said first switch structure in a selected one of said first and second positions thereof.

24. The switching system set forth in claim 19, wherein said first actuator and said second actuator are hydraulically operated.

25. The switching system set forth in claim 19, wherein said second actuator includes two actuating members respectively connected to said first and second main support rail sections.

26. The switching system set forth in claim 19, and further comprising control means for ensuring that said second switch structure is in the first position thereof when said first switch structure is in the firs-t position thereof and for ensuring that said second switch structure is in the second position thereof when said first switch structure is in the second position thereof.

References Cited UNITED STATES PATENTS 268,761 12/ 18 82 White -246415 591,051 10/1897 McCully 24 6-382 3,252,428 5/1966 Steinkamp 104-1 30 3, 88,674 6/ 1968 Dor-rance 104-430 ARTHUR L. LA POINT, Primary Examiner R. A. BERTSCH, Assistant Examiner U.S. Cl. X.R. 104-430; 238l0 

